Charge forming and feeding means for internal combustion engines



F. H. HEHTGER 1,916,952

CHARGE FORMING AND FEEDING MEANS FOR INTER NAL COMBUSTION ENGINES Juiy 4, mm

Filed Aug. 15, 1929 3 Sheets-Sheet l [ll Ill/II l/l/l/ 3111337 1933 F. H. HEHTGER 31,916,952

CHARGE FORMING AND FEEDING MEANS FOR INTERNAL C OMBUSTION ENGINES Filed Aug. 15, 1929 3 Sheets-Sheet 2 July 4, 1933. F HHTGER I 1,916,952

CHARGE FORMING AND FEEDING MEANS FOR INTERNAL COMBUSTION ENGINES Filed Aug. 15, 1929 3 Sheets-Sheet 3 gwuewtoz Patented July 4, 1933 NlTED T E S FRANK H. HEITGER 0F FLINT, MICHIGAN; MATTIE G. HEITGER, 0F FLINT, MICHIGAN,

ADMINISTRATBIX 0F SAID FRANK H. HEITG'ER, DECEASED CHARGE FORMING AND FEEDING MEANS FOR INTERNAL CQMBUS'I'ION ENGINES Application filed August 15, 1929. Serial No. 386,1?4.

This invention relates to certain new and useful improvements in charge formmg and feedingmeansforinternalcoinbustionengines and more particularlyto a system where a heat ed riser is used between the carbureter and manifold of an internal combustion engine, the object being to provide novel means for forming an explosive charge in a plain tube carbureter and transferring the charge through a heated riser to the induction pipe of an internal combustion engine.

Another object of my invention is to provide a riser with an idling passage in communication with the idling passage of the carbureter so constructed and mounted in respect to the throttle of the charge forming and feeding means that the idling fuel mixture will. be heated and delivered posterior of the throttle. In this form of feeding means where a riser is used, it is the practice to place the throttle in the riser above the carbureter and my invention is particularly adapted to use what is known in the art as a plain tube carbureter and to use such a carbureter provision must be made to get sufficient suction on a fuel jet for lowest idling speed or lowest speed light load and to accomplish this result the suction must be from posterior of the throttle and the idling feed must be arranged to discharge posterior of the throttle and in order to produce a satisfactory charge forming and feeding means provisions must be made 1 to augment or to add to the idling feed as the throttle begins to open and before the main fuel feed starts and I have provided means for accomplishing this result.

With a charge forming device and feeding means constructed in accordance with my invention when an internal combustion engine is in operation and is turning over at approximately 200 R. P. M., the main fuel feed will not start to operate until a speed of 450 to 500 R. P. M., is reached, therefore it is essential that the idling feeding means posterior of the throttle must be able to carry the motor from 200 to 500 R. P. M. or until the main fuel feed startsand I have found that by providing an idling passage and mounting the same in a particular manner in respect to the throttle and having the I fuel feeding means located in a plain tube carbureter, I am able to provide a charge forming and feeding means which overcomes difiiculties now existing and provides means for eliminating dead spots in the operation of the internal combustion engine to which it is attached.

a I am aware that I am not the first in the art to use a heated riser in connection with a carbureter of what is known as the air vvalve type, but my invention relates to a new combination of plain tube carbureter, riser and idling passage so constructed that the idling feed produced in the carbureter can be carried and delivered posterior of the throttle and in such a manner that the engine will run at the various speeds and a suificient fuel mixture will be delivered to the engine as the speed increases or decreases. By my particular construction of idling speed, I am able to heat the idling mixture and to thermostatically control the richness thereof in order to produce a proper exploslve mixture under all atmospheric conditions as to temperature, reducing the richness of the mixture as the heat of the motor increases.

Other and further objects and advantages of the invention'will be hereinafter set forth and the novel features thereof defined by the appended claims.

In the drawings,

Figure 1 is a vertical section of a charge forming and feeding means constructed in accordance with my invention showing the same connected to the intake and exhaust of an internal combustion engine;

Figure 2 is a detail side elevation partly in section showing the connection for the valves controlling the application of heat;

Figure 3 is a section taken on line 33 of Figure 1;

Figure 4 is adetail vertical section showing the accelerating well;

Figure 5 is a detail side elevation showing a thermostatic-control for the air inlet to the idling mixture; v

Figure 6 is a detail section; and

Figure 7 is a detail section showing the idling speed adjustment.

In the embodiment of the my invention as shown 1 indicates the body of what is knownas a plain tube carbureter (one without air valves), said body having a carbureting passage extending therethrough to provide an air inlet 2 having the usual choker valve 3 mounted therein for controlling the admission of air. The body is provided with a movable bottom portion 4 secured in position by one or more bolts 5 as shown in Figure 1 and while I have shown this particular manner of constructing the body with a removable bottom it is, of course, understood that the body could be formed integral. However, I have found that by having a removable bottom, certain advantages are obtainedin the manufacturing of the carbureter. In this embodiment where the bottom is formed of a separate piece, I provide the bottom with a fuel reservoir 6 which is provided with the usual construction of float control needle valve for controlling the admission of fuel through the inlet 7 which is connected to a source of fuel supply for maintaining a constant level of fuel within the reservoir. The bottom portion 4 and reservoir 6 is provided with an enlarged portion 7 provided with fuel passages 8 and 9, fuel passage 8 is in direct communication with the fuel reservoir 6 and the fuel passage 9 is in communication with the fuel reservoir through a calibrated plug 10 as shown in Figure 1. The passage 9 terminates in a boss 11 formed in the inside of the bottom portion 4 and has secured therein the main nozzle 12 of the charge forming device or carbureter and the cross section area of said nozzle is greater than the cross section area of the calibrated plug 10 so that under normal conditions, fuel from an accelerating well will accumulate in the nozzle and be discharged therefrom upon the opening of the throttle valve as will be later described.

The passage 8 terminates in an upwardly extending portion in which is secured an auxiliary nozzle 13 having its upper end extended into the passage of the body and terminates in an annular enlarged lower end 14 of an idling passage 15 formed in the wall of the body for producing an idling fuel mixture as will be later described. A collar 16 is secured around the boss 11 within the body by a screw 17 and is provided with an upwardly extending arm 17 carrying an atomizing tube 18 having a tapering bore 19 gradually increasing in size from the lower end to the upper end thereof, said upper end terminating in a Venturi tube 20 secured in the carbureting passage of the body and preferably of such a size that a portion of said Venturi tube will extend upwardly beyond the body for the purpose of overlapping the joint between thebody will be later described.

Formed integral with the bottom portion 4 of the body is an auxiliary reservoir 21 having secured in its upper end an apertured plug 22 and having an opening in its bottom communicating with a fuel passage 23 extending from the fuel passage 9 in which fuel accumulates when the main fuel nozzle is out of operation and from which fuel is drawn toincrease the fuel supply for acceleration through the main nozzle when the throttle valve is suddenly opened. .The main nozzle 12 has its upper end extended into the lower end of the atomizing tube 18 and of such a size that an annular air passage is formed around the same so that a portion of the air passing through the air passage of the body will pass through the atomizing tube to form and riser as a rich mixture ,of fuel and air which is de- 5 livered into theVenturi tube.

The upwardly extending portion of the Venturi tube 20 extends into a central mixture passage 24 of a riser 25 secured on the upper end of he body 1 by any suitable means to form a tight joint between the body and riser, the Venturi tube overlapping the joint between the members. The upper end of the mixture passage 24 registers with an inlet of an intake manifold 25f connected to an internal combustion engine, not shown.

The mixture passage 24 of the riser is surrounded by an annular heat chamber 26 having an inlet nipple 27 and an outlet nipple 28 for the exhaust gases. Secured within the I inlet nipple 27 is a conduit 29 havin its outer end secured within an outlet nipp e. 30 formed on the exhaust pipe 31 extending from the exhaust manifold 32 of the internal combustion engine so that the exhaust gases can pass to the heated chamber of the riser. A conduit 33 is secured to the outlet nozzle 28 of the heating chamber 26 and has its other end secured in an inlet nozzle 34 formed on the exhaust pipe 31 so that the gases after circulating through the heat chamber can pass back into the exhaus pipe.

The lower end of the mixture passage 24 of the riser is formed by an integral tubular portion 24 of the riser and the upper end by a steel tube 42 secured in the tubular por- .from the seat by the operator of the motor Vehicle to which the charge forming and feeding means is attached. -The other end of the I shaft carries a crank arm 54 provided with a wrist pin 55 on which are pivotally mounted operating rods 56 and 57.

Extending transversely through the ex haust pipe is a shaft 58 carrying a valve 59 for throttling the exhaust gases passing therethrough, said valve being arranged between the nipples and 34 so that when in closed position, the exhaust gases will be forced through the heating jacket. The valve shaft 58 carries an arm 60 to which is connected the operating rod 57 so that as the charge throttling valve 51 is operated, the exhaust throttling valve will be operated simultaneously and the connection is such that these valves will close and open together so that as the throttle valve is moved into open position to increase the speed of the internal combustion engine, the exhaust throttling valve will also be moved into open position in order to reduce the volume of exhaust gases passing to the heat chamber to prevent the Overheating of the charge.

The outlet nipple 28 of the riser has a valve shaft 61 mounted therein carrying a valve 62 and said shaft has a bell crank lever 63 fixed thereon, to one of the arms of which the operating rod 56 is connected. To the other arm of the bell crank 63 a connecting rod 64 is pivotally connected, the other end being connected to an arm 65 carried by a shaft 66 extending transversely through the nipple 27 and provided with a valve 67, these valves being so mounted that when the charge throttling valve and the exhaust throttling valve are in closed position, these valves will be in open position so as to allow free circulation of the exhaust through the heating jacket and when the throttle valve is moved into open position, these valves gradually close so as to cut off the passage of exhaust gases to the heating jacket.

The idling passage 15 registers with a passage A formed in the riser and terminates in a chamber B having an outlet port C posterior of the throttle valve 51, the particular construction of which is covered in an application filed July 28, 1928, Serial Number 296,004, so that the idling fuel mixture produced by the nozzle 13 and the air will be discharged posterior of the throttle. Formed in the idling passage 15 is an air inlet D controlled by an adjusting screw E which receives air from a chamber F open to the atmosphere through a port G formed in a boss G. Extending outwardly from the body is a projection H to which is secured a thermostatic bar I preferably formed of a series of strips of metal of different coefficients of expansion, well known in the art. The free end of the bar I' is adapted to close the air port G when the motor is cold, so that a rich mixture will be produced for starting the motor with the throttle partly closed or in idle position. As the motor warms up, the ambient air is heated and the thermostatic bar moves outwardly in the position shown in Figure 7 so as to uncover the air inlet and reduce the richness of the mixture being fed posterior of the throttle by the idling'passage.

In Figures 3 and 7 I have shown idling speed adjusting means in the form of a by pass comprising a bore J formed in the wall of the riser, which splits the throttle valve and is provided with a threaded outer end in which is mounted the threaded portion of a screw K having an unthreaded portion K at its inner end adapted to be moved back and forth to control the passage of air from below the throttle to above the throttle. This construction provides means by which the idling speed may be varied in combination with an idling fuel feed adjusting screw E, Fig. 1. t

From the foregoing description it will be seen that I have provided a charge forming and feeding means comprising a plain tube carbureter, a riser and heating means for the riser having an idling passage extending from the carbureter and terminating posterior of the throttle in the heated riser whereby I am able to produce a charge forming and feeding means which eliminates all dead spots and provides means for feeding a proper mixture at all speeds of the engine and heating all the mixture.

In' the operation of a charge forming and feeding means as shown in Figure 1, the motor will idle at approximately 200 R. P. M. giving a rich mixture of fuel and air from port C limited by the lip of the throttle valve and diluted to a combustible mixture for the speed by air by-passing the throttle at J, Figure 3. It, of course, being understood that the proper adjustment of the screw 59 and E has been made for idlin speed so as to control the admission of t e proper amount of air and mixture. As the throttle valve is further opened, the lip 52 acts as a control of the port C and as the throttle valve moves from over the port C partly covering same at idle, the greater volume of mixture is fed from port C as throttle is opened to carry the motor until suflicient suction is produced upon nozzle 12 as this nozzle is out of operation during the idling and so called transfer range and this particular construction allows the proper amountof fuel mixture to be fed to the engine until suflicient suction is produced upon nozzle 12 which brings the nozzle 12 into operation and at the same time the full volume of exhaust gases is passing through the heating jacket so as to heat the explosive charge in its passage to the engine.

With the parts as shown in Figure 1, the idling fuel mixture passing through the passage 15 and being delivered posterior of the throttle is also heated and the richness of the proper explosive mixture w' this mixture is being automatically controlled by the thermostatic controlled valve so that ill be produced and delivered posterior of the throttle until the throttle moves into such position that suflicient suction is produced upon' the nozzle 12 to cause the nozzle to deliver fuelinto the atomizing tube. This particular construction allows the transfer of one speed to another without any dead spots in the transfer.

While I have shown certain details of construction, of course, I am aware that various changes can be made without departing from the spirit of my invention, which consists in providing a charge forming and feeding means for internal combustion engines in throttle valve for diverting the exhaust gases passing through said exhaust to said heating chamber, a charge forming device arranged under said riser having main and auxiliary fuel nozzles and a passage for delivering fuel from said auxiliary nozzle posterior of said throttle valve.

2. The combination with an internal combustion engine having an intake and exhaust manifold, of a riser having a carbureting passage in communication with the intake and a heating chamber in communication with the exhaust, a throttle valve in said riser, means operated by'said throttle valve for diverting the exhaust gases passing through said exhaust and through said heating chamber, a charge forming device arranged under said riser having main and auxiliary fuel nozzles, and a passage extending from said auxiliary nozzle through said heat chamber" and terminating in said carbureting passage posterior of .said throttle.

3. The combination with an internal combustion engine having intake and exhaust manifolds, of a riser having a carbureting passage in communication with the intake, anda heat chamber in communication with the exhaust surrounding said carbureting passage, 9. throttle "valve. in said riser, means operated by said throttle valve for divertin the exhaust gases passing through saidexfiaust through said heat chamber, a charge forming device arranged under said riser, main and auxiliary nozzles arranged in said charge forming device and a passage extending from the auxiliary nozzle through said heat chamber and terminating adjacent said throttle valve. 7.

4. The combination with an internal combustion engine having intake and exhaust manifolds, of a riser having a carbureting passage in communication with the intake, and a heat chamber in communication with the exhaust surrounding said carbureting passage, a throttle valve in said riser, means operated by said throttle valve for diverting the exhaust gases passing through said ex aust through said heat chamber, a charge forming device arranged under said riser, main and auxiliary nozzles arranged in said charge forming device, a passage extending from the auxiliary nozzle through said heater chamber and terminating adjacent said throttle valve and thermostatic control means for admitting air to said last mentioned passage.

5. The combination with an internal combustion engine and exhaust manifold and an intake manifold connected thereto, of a riser having a carbureting passage in communication with the intake and a heat chamber in communication with the exhaust, a throttle valve in saidpassage, means operated by said throttle valve for diverting the exhaust gases passing through said exhaust to said heat chamber, said heat chamber having an idling passage extending therethrough and terminating posterior of said throttle and a charge forming device having main and auxiliary fuel delivering means arranged under said riser, said auxiliary fuel delivering means being in communication with said idling passage.

6. In a charge forming system for internal combustion engines, the combination with main and auxiliary means for forming explosive charges of fuel and air, of a heated riser disposed between said charge forming means and said engine having independent passages to receive explosive charges from said main and auxiliary charge, forming means, a throttle valve disposed in said riser, one of said passages extending through the heated riser and terminating posterior of said throttle valve.

In testimony whereof I hereunto aifix my signature. 4 4

FRANK I-I. I-IEITGER. 

